Railway replacing-frog.



'Patented me |7, |902.

Application fued .my so, 19012;;

(No Model.)

fexmwef-r UNITED SfiAfEE-s` PATENT OFFicE.

ALEXANDER PUEsLEY, oF sT. PAUL, MINNESOTA;

RAILWAY REPLAclNc-I-'Rom SPECIFICATION forming part` of Letters PatentNo. 702,744, dated Jne 17, 1.902.

' Applicashun Juiys'oJiQ'oi. sein No. 70,207. (Numan.)

To all whom it may concern:

Be it known that I, ALEXANDERPURSLEY, a citizen of the UnitedStates ofAmerica, and a resident of St.`-Paul,in the county of Ramsey and Stateof Minnesota, have invented certain new and usefulImprovements inRailway Replacing-Frogs, of which the following is a specification.v

My invention vrelates to improvements in railway replacing-frogs, andhasfor its obj ecty to provide'means for-replacing the wheels of railwaycars and locomotives on the track when by accident they are derailed.This result is producedby attaching the frog to the head of the rail 'bymeans of a cap and by guiding the-flange of'the'wheel upona shoulder onthe frog which is inclined toward the rail.

With devices now in general use for replacing derailed cars much troubleis experienced because theifrogs slipfrom position, and it is oftennecessary to make severaliunsuccessful attemptsbefore the wheelsarereplaced. This sometimes detaches the ties from the rail and strainsthe axles. With my device these defects are overcome by the followingconstruction.

In the accompanying drawings, forming part of this specification, Figurel is a view of a pair of Wheels and a car-axle shown upon my improvedrailway-frog where the wheels have been moved from the positionindicated by broken lines.V The frogs are shown in cross-section.- Fig.2 is'v ani' end View of the frog which is adapted to replace a'wheelfrom inside the track. o Forc'onve'nience in this description this frogis termed the left-hand frog. Fig. 'isjan'end'viewof the frog forreplacing the wheel from outside the rails and for convenience it istermed the righthand frog. Fig. 4 is a front View of the left-hand froglooking in the direction of the rail-cap. Fig. 5 is a plan view of Fig.4, showing aportion in section.l Fig. Gis a view of theV righthand froglooking in the direction of the' cap. Fig. 7is aplanvview of'therightfhand frog, showing a portionin section. p

In the drawings let A represent the lefthand frog, and B the right-handfrog. Re-

ferring to the left-hand frog, 1 preferably construct the guide-head 2hollow and with inner walls 3 to insure strength and lightness.

This head is formed ywith a curved surface 4 on its top, whichslopes'toward each of its ends and the rail. Theshoulder 5 extends fromthe hea'dand faces the rail, as shown in Fig. 5, and is'inclinedupwardand inward toward the railfromthe ends of the frog. The shoulder isadapted 'to guide vthe flange of the Wheel C and coacts with the track15 to replace'the wheel'on' the'rail. The surface 4 prevents thewheelfrom jumping from the frog without rollingonto the railvshould theflange slip from the shoulder 5. The cap 7 is integral with the wall 6and is the same length as the head 2. The ends of this cap are curvedatSand 9 toward the' head of the rail E, so that the moving car-wheelswill not be obstructed on' the rails. v The depending portion 10 of thecap engages the head of the rail and preventslateral movement of thefrog away from the rail. The base of the guide-head 2 yis provided withthe spurs l1, which are adapted-to engage the ties'112 and preventforward movement of the frog. The lower edge of the 'wall 6 is notchedat 12, so as tojreston the-flange-l off the rail. This protectstheties312 from becoming detached from the rail when the frogis in use.

The frame-of the guide-head and cap is reinforced at 13 and 14 (see Fig.5) to insure strength of construction. The track 15 below the shoulder 5is for the flange of the wheel to roll upon. This trackor-bearingsurface curvesuupwardlfrom each end of the head between theends of`the`frog.`j- When the Wheel moves'l upon thefltrack'l fromeither end of the frog, it rolls 'upward' against the'shulder 5, whichguides the wheel onto the surface 16 of the cap, which is directly overthe rail. Fromthis surface the wheel rolls forward upon therail.

It is obvious that both ends of the frog are similar in construction, sothat the wheel may be rolled in either direction and replaced upon thetrack.

In the right-hand frog theco'nstruction of the guide-head issubstantially thesanle as inthe left-hand frog. The cap 7 .is formedwith the depending portionl', l`which extends about two-thirds of thelength ofthe guide- IOC head. The upper portion of the cap is cut o awayat 18 (see Fig. 7) to form a continuation of the shoulder 5 at 19 and20. The

shoulders 19 and 20 extend diagonally across the rail when the frog isin use. The cap is grooved at 2l, so as to receive the flange of thewheel F when the wheel is moving forward upon the rail. The surfaces 22,connecting the cap with the guide-head, are curved downward toward therails 23 and 24 for the wheel F to roll upon. These surfaces are alsogrooved at 25 to correspond with the groove 2l.

Having described my invention, what I claim as new, and desire toprotect by Letters Patent, is-

1. A railway replacing-frog, consisting of a guide-head sloping downwardtoward each of its ends and the rail, a cap on the lower side of saidhead adapted to engage the head ofthe rail, and a guideway, at the baseof said guide-head, sloping upward from the ends of the frog to the topof the rail adapted to form a runway for the car-wheel and to guide thewheel onto the rail.

2. In a railway replacing-frog, a guide-head sloping downward towardeach of its ends and the rail, a cap on the lower side of said head,adapted to engage the head of the rail, a shoulder on said guide-headsloping upward from its ends toward the top of the rail, and abearing-surface at the base of said shoulder, sloping downward from thetop of the cap to the ends of the head.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ALEXANDER PURSLEY.

Witnesses:

F. G. BRADBURY, HELEN H. ONEILL.

